Temperature regulating system of extended-range electric vehicle driven by thermal energy using thermal pool technology

Abstract

The application relates to a temperature regulating system of a range-extended electric vehicle thermal energy driving type adopting a heat pool technology, and belongs to the technical field of automobile air conditioners. The temperature regulating system comprises an absorption type temperature regulating mechanism and a generator driving thermal energy mechanism; the absorption type temperature regulating mechanism comprises a generator, an absorber, a condenser, an evaporator and a solution heat exchanger; the generator driving thermal energy mechanism comprises a solar energy driving loop, an engine cooling liquid waste heat driving loop and a motor waste heat driving loop; circulating working medium in the generator driving thermal energy mechanism is a 50% concentration glycol water solution; the generator driving thermal energy mechanism is connected with heat exchange pipes of the absorber in the absorption type temperature regulating mechanism. The application realizes comprehensive utilization of solar energy, engine cooling liquid waste heat and motor waste heat to drive the system to regulate the temperature of a cabin, reduces the power consumption of a power battery, increases the pure electric cruising range of the automobile, improves the energy utilization rate of the whole vehicle, simultaneously realizes energy storage and cross-time domain utilization.

Description

Technical Field

[0001] This invention belongs to the field of automotive air conditioning technology, specifically relating to a thermal energy driven temperature regulation system for range-extended electric vehicles using thermal pool technology. Background Technology

[0002] Most existing range-extended electric vehicles (REEVs) use vapor compression air conditioning for cooling and electric auxiliary heating mechanisms combined with engine waste heat for heating. However, both the compressor and the electric auxiliary heating mechanism in vapor compression air conditioning consume a significant amount of electrical energy, which greatly reduces the pure electric driving range of REEVs. Absorption condenser air conditioning systems, on the other hand, replace the compressor in traditional vapor compression air conditioning systems with generators and absorbers. They only require low-grade heat energy to drive the entire system, making them significant for reducing battery power consumption and improving energy efficiency.

[0003] Currently, the main sources of heat energy for automotive absorption air conditioning systems are solar energy and the system's own waste heat. Solar energy is a clean energy source, and solar collectors, as an effective way to utilize solar energy, have seen rapid development in recent years. Solar collectors are divided into concentrating and non-concentrating types. Among non-concentrating solar collectors, flat-plate solar collectors are suitable for driving absorption air conditioning systems in automobiles due to their flat structure, high thermal efficiency, and good pressure resistance. In addition, the actual operating efficiency of a car engine is only about 35%-40%, with about half of the heat from fuel combustion being carried away by the engine's circulating cooling water and exhaust gas. Effectively recovering and utilizing the heat from the engine cooling water is also an important source of heat energy for absorption air conditioning systems. However, the engine of a range-extended electric vehicle does not operate continuously; its start-stop is affected by control strategies. To fully utilize the heat from the engine coolant, additional energy storage devices are needed to convert the unstable and discontinuous heat from the engine coolant into stable and sustainable heat to drive the absorption air conditioning system. Summary of the Invention

[0004] In order to comprehensively utilize the waste heat from engine coolant, solar energy, and motor to drive an absorption air conditioning system for cabin temperature regulation, this invention provides a thermal energy-driven temperature regulation system for range-extended electric vehicles using thermal pool technology.

[0005] The specific technical solutions are as follows:

[0006] The range-extended electric vehicle thermal energy-driven temperature control system using hot pool technology includes an absorption-type temperature control mechanism with a generator 24, an absorber 31, a condenser 27, an evaporator 30, and a solution heat exchanger 34. The generator 24 is equipped with heat exchange tubes 241 inside, and both ends of the heat exchange tubes 241 inside the generator 24 are located outside the generator 24. The circulating working fluid in the absorption-type temperature control mechanism is a 60% lithium bromide aqueous solution.

[0007] It also includes a generator-driven thermal energy mechanism;

[0008] The generator-driven thermal energy mechanism includes a solar energy drive circuit, an engine coolant waste heat drive circuit, a motor waste heat drive circuit, and a heat pool 7; the circulating working fluid in the generator-driven thermal energy mechanism is a 50% ethylene glycol aqueous solution.

[0009] The hot pool 7 includes a hot pool shell 71, and the hot pool shell 71 has a first water channel 72, a second water channel 73 and a third water channel 74 arranged horizontally from top to bottom inside the hot pool shell 71.

[0010] The solar drive circuit includes a solar collector 1, a first electronic water pump 3, a first solenoid valve 4, an electric auxiliary heating mechanism 5, a first water channel 72 of the hot pool 7, and a second solenoid valve 9.

[0011] The outlet of the solar collector 1 is connected in series with the first electronic water pump 3, port a of the first solenoid valve 4, port c of the first solenoid valve 4, the first water channel 72 of the hot pool 7, and port a1 of the second solenoid valve 9. Port c1 of the second solenoid valve 9 is connected to the inlet of the solar collector 1.

[0012] The engine coolant waste heat drive circuit includes a third solenoid valve 11, a thermostat 12, an engine radiator 13, a second electronic water pump 14, an engine 15, a fourth solenoid valve 17, and a second water channel 73 of the heat pool 7.

[0013] The coolant outlet of the engine 15 water jacket is connected to port a3 and port c3 of the fourth solenoid valve 17. Port c3 of the fourth solenoid valve 17 is connected in series with the second water channel 73 of the hot pool 7, port c2 and port a2 of the third solenoid valve 11. Port a2 of the third solenoid valve 11 is connected to the inlet of the second electronic water pump 14 through the thermostat 12. The outlet of the second electronic water pump 14 is connected to the coolant inlet of the engine 15 water jacket. The engine radiator 13 is connected in parallel to the thermostat 12.

[0014] The motor waste heat drive circuit includes a motor radiator 19, a third electronic water pump 20, a motor cooling mechanism 21, a fifth solenoid valve 23, and a third water channel 74 of the hot pool 7.

[0015] The outlet of the motor cooling mechanism 21 is connected in series with the fifth solenoid valve 23, the third water channel 74 of the hot pool 7, the motor radiator 19 and the inlet of the third electronic water pump 20, and the outlet of the third electronic water pump 20 is connected to the inlet of the motor cooling mechanism 21.

[0016] The two ends of the heat exchange tube 241 inside the generator 24 are located outside the generator 24. One end of the heat exchange tube 241 is connected to the b outlet of the first solenoid valve 4, and the other end of the heat exchange tube 241 is connected to the c port of the first solenoid valve 4, the outlet of the first water channel of the hot pool 7 and the b2 port of the third solenoid valve 11 through a four-way pipe.

[0017] The further defined technical solution is as follows:

[0018] A first temperature sensor 2 is provided between the outlet of the solar collector 1 and the inlet of the first electronic water pump 3.

[0019] The hot pool 7 is equipped with a third temperature sensor 8, the outlet of the second water channel 73 of the hot pool 7 is equipped with a fourth temperature sensor 10, and the outlet of the third water channel 74 of the hot pool 7 is equipped with a sixth temperature sensor 18.

[0020] The first water channel 72, the second water channel 73, and the third water channel 74 in the hot pool 7 are all finned tube heat exchangers. The finned tube heat exchangers are surrounded by a composite phase change material 75 made of paraffin wax and expanded graphite, which is used to store heat from an external heat source.

[0021] The solar collector 1 is a flat-plate solar collector.

[0022] The motor cooling mechanism 21 is a water-cooled motor water jacket structure. When the coolant flows through the motor water jacket, it carries away the excess heat of the motor.

[0023] The coolant outlet of the engine 15 water jacket is equipped with a fifth temperature sensor 16.

[0024] The outlet of the motor cooling mechanism 21 is equipped with a seventh temperature sensor 22.

[0025] An electric auxiliary heating mechanism 5 and a second temperature sensor 6 are provided at the b outlet of the first solenoid valve 4.

[0026] The first solenoid valve 4, the second solenoid valve 9, the third solenoid valve 11 and the fourth solenoid valve 17 are two-position three-way solenoid directional valves, and the fifth solenoid valve 23 is a two-position two-way solenoid directional valve.

[0027] Compared with the prior art, the beneficial technical effects of the present invention are reflected in the following aspects:

[0028] (1) The extended-range electric vehicle thermal energy driven temperature regulation system designed in this invention makes comprehensive use of solar energy and the waste heat of the engine and motor to drive the absorption air conditioning system to regulate the cabin temperature. Compared with the traditional system that combines electric auxiliary heating mechanism and vapor compression air conditioning, this system reduces the energy consumption of power battery and improves the pure electric driving range and energy utilization rate of extended-range electric vehicle.

[0029] (2) The present invention adopts the hot pool technology. By adjusting the first solenoid valve 4 and the second solenoid valve 9, the flow direction of the heat collection liquid in the solar collector 1 can be changed. The phase change material 75 in the hot pool 7 can store the solar energy for subsequent use. In addition, for range-extended electric vehicles, the engine is not always running. The heat of the engine coolant is unstable and discontinuous, making it difficult to make full use of the energy. In the present invention, by adjusting the third solenoid valve 11 and the fourth solenoid valve 17, the flow direction of the engine coolant can be changed. The heat pool 7 can store the discontinuous and unstable heat of the engine coolant through the phase change material 75 and convert it into a stable heat source to drive the absorption air conditioning system, thereby improving the energy utilization efficiency.

[0030] (3) In summer, under high temperature or severe working conditions, the engine coolant and motor coolant temperature rises rapidly. By switching the third solenoid valve 11, the fourth solenoid valve 17 and the fifth solenoid valve 23 in the control circuit, the engine coolant and motor coolant flow through the heat pool 7. The phase change material 75 in the heat pool 7 absorbs part of the heat of the engine and motor coolant, which can prevent the coolant temperature from being too high and reduce the opening time of the cooling fan in the engine radiator 13 and the motor radiator 19, thereby reducing the energy consumption of the accessories. Attached Figure Description

[0031] Figure 1 This is a schematic diagram of the system structure of the present invention.

[0032] Figure 2 This is a schematic diagram of the solar-powered drive circuit.

[0033] Figure 3 This is a schematic diagram of the motor waste heat drive circuit.

[0034] Figure 4 This is a schematic diagram of the engine coolant waste heat drive circuit.

[0035] Figure 5 This is a schematic diagram of an absorption temperature control mechanism.

[0036] Figure 6 This is a schematic diagram of the thermal pool structure.

[0037] Figure 7 This is a cross-sectional view of the first water channel in the hot pool of the present invention.

[0038] The numbers in the diagram above are as follows: 1. Solar collector; 2. First temperature sensor; 3. First electronic water pump; 4. First solenoid valve; 5. Electric auxiliary heating mechanism; 6. Second temperature sensor; 7. Hot pool; 8. Third temperature sensor; 9. Second solenoid valve; 10. Fourth temperature sensor; 11. Third solenoid valve; 12. Thermostat; 13. Engine radiator; 14. Second electronic water pump; 15. Engine; 16. Fifth temperature sensor; 17. Fourth solenoid valve; 18. Sixth temperature sensor; 19. Motor radiator; 20. Third electronic water pump; 21. Motor cooling mechanism; 22. Seventh temperature sensor; 23. Fifth solenoid valve; 24. Generator; 25. First shut-off valve; 26. Second shut-off valve; 27. Condenser; 28. First throttle valve; 29. ​​Blower; 30. Evaporator; 31. Absorber; 32. Solution pump; 33. Second throttle valve; 34. Solution heat exchanger; 241. Heat exchange tube; 71. Hot pool shell; 72. First water channel; 73. Second water channel; 74. Third water channel; 75. Composite phase change material. Specific implementation methods

[0039] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0040] See Figure 1 The thermal energy-driven temperature control system for range-extended electric vehicles employing thermal pool technology includes an absorption-type temperature control mechanism; see also Figure 5 The absorption temperature control mechanism includes a generator 24, an absorber 31, a condenser 27, an evaporator 30, and a solution heat exchanger 34. The generator 24 is equipped with heat exchange tubes 241, and both ends of the heat exchange tubes 241 inside the generator 24 are located outside the generator 24. The evaporator 30 is arranged under each air outlet in the cabin. The blower 29 blows air into the cabin through the evaporator 30 for temperature control. The circulating working fluid in the absorption temperature control mechanism is a 60% lithium bromide aqueous solution.

[0041] It also includes a generator-driven thermal energy mechanism.

[0042] The generator-driven thermal energy mechanism includes a solar energy drive circuit, an engine coolant waste heat drive circuit, a motor waste heat drive circuit, and a heat pool 7; the circulating working fluid in the generator-driven thermal energy mechanism is a 50% ethylene glycol aqueous solution.

[0043] The hot pool 7 includes a hot pool shell 71, and the hot pool shell 71 has a first water channel 72, a second water channel 73 and a third water channel 74 arranged horizontally from top to bottom inside the hot pool shell 71.

[0044] See Figure 2 The solar drive circuit includes a solar collector 1, a first electronic water pump 3, a first solenoid valve 4, an electric auxiliary heating mechanism 5, a first water channel 72 of the hot pool 7, and a second solenoid valve 9.

[0045] The solar collector (1) is a flat-plate solar collector.

[0046] The outlet of the solar collector 1 is connected in series with the first electronic water pump 3, the a port of the first solenoid valve 4, the c port of the first solenoid valve 4, the first water channel 72 of the hot pool 7, and the a1 port of the second solenoid valve 9. The c1 port of the second solenoid valve 9 is connected to the inlet of the solar collector 1.

[0047] A first temperature sensor 2 is installed between the outlet of the solar collector 1 and the inlet of the first electronic water pump 3.

[0048] A third temperature sensor 8 is installed on the hot pool 7.

[0049] See Figure 4 The engine coolant waste heat drive circuit includes a third solenoid valve 11, a thermostat 12, an engine radiator 13, a second electronic water pump 14, an engine 15, a fourth solenoid valve 17, and a second water channel 73 of the heat pool 7. The coolant outlet of the engine 15 water jacket is connected to ports a3 and c3 of the fourth solenoid valve 17. Port c3 of the fourth solenoid valve 17 is connected in series with the second water channel 73 of the heat pool 7, port c2 and port a2 of the third solenoid valve 11. Port a2 of the third solenoid valve 11 is connected to the inlet of the second electronic water pump 14 through the thermostat 12. The outlet of the second electronic water pump 14 is connected to the coolant inlet of the engine 15 water jacket. The engine radiator 13 is connected in parallel to the thermostat 12.

[0050] The engine 15 water jacket coolant outlet is equipped with a fifth temperature sensor 16.

[0051] A fourth temperature sensor 10 is installed at the outlet of the second water channel 73 of the hot pool 7.

[0052] See Figure 3 The motor waste heat drive circuit includes a motor radiator 19, a third electronic water pump 20, a motor cooling mechanism 21, a fifth solenoid valve 23, and a third water channel 74 of the hot pool 7.

[0053] The motor cooling mechanism 21 is a water-cooled motor water jacket structure. When the coolant flows through the motor water jacket, it carries away the excess heat of the motor.

[0054] The outlet of the motor cooling mechanism 21 is connected in series with the fifth solenoid valve 23, the third water channel 74 of the hot pool 7, the motor radiator 19 and the inlet of the third electronic water pump 20, and the outlet of the third electronic water pump 20 is connected to the inlet of the motor cooling mechanism 21.

[0055] The outlet of the third water channel 74 of the hot pool 7 is equipped with a sixth temperature sensor 18.

[0056] A seventh temperature sensor 22 is installed at the outlet of the motor cooling mechanism 21.

[0057] See Figure 2 At both ends of the heat exchange tube 241 inside the generator 24 are located outside the generator 24. One end of the heat exchange tube 241 is connected to the b outlet of the first solenoid valve 4, and the other end of the heat exchange tube 241 is respectively connected to the c port of the first solenoid valve 4, the outlet of the first water channel of the heat pool 7, and the b2 port of the third solenoid valve 11 through a four-way pipe.

[0058] An electric auxiliary heating mechanism 5 and a second temperature sensor 6 are installed at the b outlet of the first solenoid valve 4.

[0059] The first solenoid valve 4, the second solenoid valve 9, the third solenoid valve 11 and the fourth solenoid valve 17 are two-position three-way electromagnetic reversing valves, and the fifth solenoid valve 23 is a two-position two-way electromagnetic reversing valve.

[0060] See Figure 6 and Figure 7 As shown in, the heat pool 7 includes a heat pool housing 71. The first water channel 72, the second water channel 73 and the third water channel 74 horizontally installed inside the heat pool housing 71 are all finned tube heat exchangers. The finned tube heat exchangers are filled with a composite phase change material 75 made of paraffin and expanded graphite around them to store the heat of the external heat source.

[0061] The three working modes of the heat energy-driven temperature regulation system of the range-extended electric vehicle of the present invention are described as follows:

[0062] 1. Solar energy single drive mode

[0063] See Figure 2 As shown in, when the solar energy drive loop drives the absorption type temperature regulation mechanism alone, if the cabin temperature regulation demand of the electric vehicle is not detected, at this time the absorption type temperature regulation mechanism stops operating, and the solar energy is stored by the heat pool 7 for subsequent use. Specifically, the first temperature sensor 2 and the third temperature sensor 8 respectively monitor the water temperature T1 at the outlet of the solar collector 1 and the temperature T3 of the composite phase change material 75 in the heat pool 7. When T1 > T3, control the a port and the c port of the first solenoid valve 4 to be connected, the a1 port and the c1 port of the second solenoid valve 9 to be connected, and the first electronic water pump 3 to operate. The high-temperature heat collection liquid in the solar collector 1 is pumped into the first water channel 72 of the heat pool 7 and exchanges heat with the composite phase change material 75 filled inside it, so as to store the heat energy in the heat pool 7 for subsequent use; when T1 < T3, close the first electronic water pump 3 to prevent the heat in the heat pool 7 from flowing back.

[0064] If a temperature adjustment requirement is detected in the electric vehicle's cabin, the first solenoid valve 4 is switched to open ports a and b. The first electronic water pump 3 operates, drawing the solar collector liquid into the heat exchange tube 241 of the generator 24 to drive the absorption temperature regulation mechanism. The conduction status of the second solenoid valve 9 needs to be determined based on the numerical relationship between the outlet water temperature T1 of the solar collector 1 and the temperature T3 of the composite phase change material 75 in the hot pool 7. If T1 is greater than T3, ports a1 and c1 of the second solenoid valve 9 are opened, and the high-temperature hot water from the outlet of the solar collector 1 is directly pumped into the inlet of the heat exchange tube 241 of the generator 24 via the first electronic water pump 3, exchanging heat with the high-concentration lithium bromide aqueous solution in the generator 24. If T1 is less than T3, it indicates that the hot water temperature in the solar collector 1 is relatively low. When the temperature is low, the second solenoid valve 9 switches to connect ports a1 and b1. The collected hot water bypasses the solar collector 1 and, after exchanging heat with the heat pool 7, directly enters the heat exchange tube 241 of the generator 24 to heat the lithium bromide aqueous solution. The second temperature sensor 6 monitors the inlet water temperature of the heat exchange tube 241 of the generator 24 as T2. If T2 is less than 70°C, the electric auxiliary heating mechanism 5 is activated for heating. When T2 is greater than 80°C, the electric auxiliary heating mechanism 5 is deactivated, thus ensuring that the absorption temperature regulation mechanism always has high working efficiency. The above-mentioned solar drive circuit can operate according to passenger instructions during the electric vehicle's operation, and can also be scheduled to operate before the electric vehicle is started, to preheat or cool the electric vehicle's cabin.

[0065] 2. Solar energy combined with motor waste heat drive mode

[0066] See Figure 3 In the combined solar energy and motor waste heat driving mode, the range-extended electric vehicle operates in pure electric mode.

[0067] If no cabin temperature regulation requirement is detected for the electric vehicle, the solar energy and waste heat from the motor are stored in the heat pool 7. At this time, if the outlet water temperature T1 of the solar collector 1 is higher than the temperature T3 of the composite phase change material 75 in the heat pool 7, the a and c ports of the first battery valve 4 and the a1 and c1 ports of the second solenoid valve 9 are respectively turned on, and the first electronic water pump 3 operates to store the heat of the solar collector liquid in the heat pool 7. If T1 is lower than T3, the first electronic water pump 3 is turned off to prevent the heat from flowing back into the heat pool 7. In the motor waste heat drive circuit, if the outlet temperature T7 of the motor coolant measured by the seventh temperature sensor 22 is higher than the temperature T3 of the composite phase change material 75 in the heat pool 7, the fifth solenoid valve 23 is turned on, and the third electronic water pump 20 operates to store the waste heat of the motor in the heat pool 7. If T7 is lower than T3, the fifth solenoid valve 23 is turned off, and the third electronic water pump 20 is turned on again after the motor coolant temperature rises above T3. The sixth temperature sensor 18 at the outlet of the third water channel 74 of the hot pool 7 monitors the temperature T6 of the motor coolant after it has been cooled by the hot pool 7, and determines the size of the fan of the motor radiator 19 based on the value of T6.

[0068] If a temperature adjustment requirement is detected in the electric vehicle's cabin, the first solenoid valve 4 switches to open ports a and b, and the first electronic water pump 3 operates, pumping the high-temperature solar collector liquid into the generator 24 for heat exchange. The opening status of the second solenoid valve 9 needs to be determined based on the numerical relationship between the outlet water temperature T1 of the solar collector 1 and the temperature T3 of the composite phase change material 75 in the thermal pool 7. If T1 is greater than T3, then ports a1 and c1 of the second solenoid valve 9 are connected, and the high-temperature solar collector liquid at the outlet of the solar collector 1 is directly pumped into the inlet of the heat exchange tube 241 of the generator 24 via the first electronic water pump 3, where it exchanges heat with the high-concentration lithium bromide aqueous solution in the generator 24. If T1 is less than T3, it indicates that the hot water temperature in the solar collector 1 is low, and in this case, the second solenoid valve 9 switches to open ports a1 and b1, and the collected hot water does not pass through the solar collector 1. After exchanging heat with the heat pool 7, the coolant is directly introduced into the heat exchange tube 241 of the generator 24 to exchange heat with the lithium bromide aqueous solution. In the motor waste heat drive circuit, as the motor runs, the temperature of the motor coolant continuously rises. If the outlet temperature T7 of the motor coolant measured by the seventh temperature sensor 22 is greater than the temperature T3 in the heat pool 7, the fifth solenoid valve 23 is turned on, and the third electronic water pump 20 introduces the motor coolant into the heat pool 7. If T7 is less than T3, the fifth solenoid valve 23 is closed, and it is reopened after the motor coolant temperature rises above T3. The second temperature sensor 6 monitors the inlet water temperature T2 of the heat exchange tube 241 of the generator 24. If T2 is less than 70°C, the electric auxiliary heating mechanism 5 is turned on for heating. When T2 is greater than 80°C, the electric auxiliary heating mechanism 5 is turned off, thereby ensuring that the absorption temperature regulation mechanism always has high working efficiency.

[0069] 3. Solar-powered motor and engine coolant waste heat drive mode

[0070] See Figure 4 In the solar-powered electric vehicle driven mode, which combines the motor and engine coolant waste heat, the range-extended electric vehicle operates in range-extending mode.

[0071] If no cabin temperature regulation requirement is detected for the electric vehicle, the solar energy, engine coolant waste heat, and motor waste heat are stored in the heat pool 7. At this time, ports a and c of the first solenoid valve 4 are connected. In the solar energy drive circuit, the conduction status of the second solenoid valve 9 needs to be determined based on the numerical relationship between the outlet water temperature T1 of the solar collector 1 and the temperature T3 of the composite phase change material 75 in the heat pool 7. If T1 is greater than T3, ports a1 and c1 of the second solenoid valve 9 are connected, and the first electronic water pump 3 operates to store the heat from the solar collector 1 in the heat pool 7. If T1 is lower than T3, the first electronic water pump 3 is shut off to prevent heat backflow from the heat pool 7. In the motor waste heat drive circuit, if the motor coolant outlet temperature T7 measured by the seventh temperature sensor 22 is greater than the temperature T3 of the composite phase change material 75 in the heat pool 7, the fifth solenoid valve 23 is connected, and the third electronic water pump 20 operates to store the motor waste heat in the heat pool 7. If T7 is less than T3, the fifth solenoid valve 23 is shut off. The fifth solenoid valve 23 is activated only after the motor coolant temperature rises above T3, at which point the third electronic water pump 20 is restarted. In the engine coolant waste heat drive circuit, if the engine 15 outlet coolant temperature T5 measured by the fifth temperature sensor 16 is greater than the temperature T3 of the composite phase change material 75 in the heat pool 7, then the a2 and c2 ports of the third solenoid valve 11 and the a3 and c3 ports of the fourth solenoid valve 17 are turned on respectively, and the second electronic water pump 14 operates to pump the high-temperature coolant of the engine 15 into the heat pool 7, where it exchanges heat with the composite phase change material 75 to store energy. If T5 is less than T3, then the a2 and b2 ports of the third solenoid valve 11 and the a3 and b3 ports of the fourth solenoid valve 17 are turned on respectively, and the second electronic water pump 14 operates, allowing the engine coolant to achieve rapid heating without passing through the heat pool. The fourth temperature sensor 10 at the outlet of the second water channel 73 of the hot pool 7 monitors the engine water temperature T4 after being cooled by the hot pool 7, and the engine radiator 13 controls the fan speed according to the temperature T4.

[0072] If a temperature adjustment requirement is detected in the electric vehicle's cabin, the first solenoid valve 4 switches to open ports a and b. In the solar drive circuit, the conduction status of the second solenoid valve 9 needs to be determined based on the numerical relationship between the outlet water temperature T1 of the solar collector 1 and the temperature T3 of the composite phase change material 75 in the thermal pool 7. If T1 is greater than T3, then ports a1 and c1 of the second solenoid valve 9 are opened, and the high-temperature heat collection liquid at the outlet of the solar collector 1 is directly pumped into the inlet of the heat exchange tube 241 of the generator 24 via the first electronic water pump 3, where it exchanges heat with the high-concentration lithium bromide aqueous solution in the generator 24. If T1 is less than T3, then ports a1 and b1 of the second solenoid valve 9 are opened, and the collected water does not pass through the solar collector 1; after exchanging heat with the thermal pool 7, it is directly introduced into the generator. Heat exchange occurs between the heat exchange tube 241 of the generator 24 and the lithium bromide aqueous solution. In the motor waste heat drive circuit, if the outlet temperature T7 of the motor coolant measured by the seventh temperature sensor 22 is greater than the temperature T3 of the composite phase change material 75 in the hot pool 7, the fifth solenoid valve 23 is turned on, and the third electronic water pump 20 pumps the motor coolant into the hot pool 7. If T7 is less than T3, the fifth solenoid valve 23 is turned off, and it is turned on again after the motor coolant temperature rises above T3. The second temperature sensor 6 monitors the inlet water temperature T2 of the heat exchange tube 241 of the generator 24. If T2 is less than 70°C, the electric auxiliary heating mechanism 5 is turned on for heating. When T2 is greater than 80°C, the electric auxiliary heating mechanism 5 is turned off, thereby ensuring that the absorption temperature regulation mechanism always has high working efficiency. In the engine coolant waste heat drive circuit, the connection status of the third solenoid valve 11 and the fourth solenoid valve 17 needs to be comprehensively judged based on the solar collector outlet water temperature T1, the phase change material 75 temperature T3 in the hot pool 7, and the engine 15 outlet water temperature T5. Specifically, if T5 is less than T3, then the a2 and c2 ports of the third solenoid valve 11 and the a3 and c3 ports of the fourth solenoid valve 17 are respectively opened; if T5 is greater than T3 but less than T1, in order to prevent the temperature of the mixed solution from decreasing after the engine coolant and the solar-heated water from merging, the third solenoid valve 11 and the fourth solenoid valve 17 are still kept open at ports a2 and c2, and ports a3 and c3 respectively, and the second electronic water pump 14 pumps the engine coolant into the heat pool 7 to exchange heat with the composite phase change material 75 therein; if T5 is greater than T3 and greater than T1, the third solenoid valve 11 and the fourth solenoid valve 17 are switched to open ports a2 and b2, and ports a3 and b3 respectively, and the high-temperature engine coolant is directly pumped into the heat exchange tube 241 of the generator 24 to heat the lithium bromide aqueous solution in the generator 24, thereby driving the absorption air conditioning system.

[0073] See Figure 5The absorption temperature control mechanism also includes a first shut-off valve 25, a second shut-off valve 26, a first throttle valve 28, and a second throttle valve 33. The first shut-off valve 25 is arranged between the generator 24 and the evaporator 30, and the second shut-off valve 26 is arranged between the generator 24 and the condenser 27. The first shut-off valve 25 and the second shut-off valve 26 can be used to control the switching between heating and cooling modes of the absorption temperature control mechanism, respectively.

[0074] When the absorption temperature control mechanism is cooling, the first shut-off valve 25 is closed and the second shut-off valve 26 is open. The high-temperature circulating water output by the generator-driven thermal energy mechanism exchanges heat with the lithium bromide aqueous solution in the generator 24 through the heat collection tube 241. The high-temperature and high-pressure refrigerant vapor generated in the generator 24 enters the condenser 27 through the shut-off valve 26 and condenses into a high-temperature and low-pressure refrigerant liquid. After being throttled by the first throttling valve 28, it becomes a low-temperature and low-pressure refrigerant and flows into the evaporator 30. In the evaporator, it evaporates and cools, forming a low-temperature and low-pressure refrigerant vapor which is absorbed by the absorber 31 to form a mixed liquid. Then, it is pumped into the solution heat exchanger 34 by the solution pump 32, where it exchanges heat with the high-temperature and high-concentration solution flowing out of the generator 24. The refrigerant enters generator 24 for the next cycle. When the absorption temperature regulation mechanism is used for heating, the first shut-off valve 25 is opened and the second shut-off valve 26 is closed. The generator drives the thermal energy mechanism to pass high-temperature circulating water into the heat exchange tube 241 of generator 24 for heat exchange. High-temperature and high-pressure refrigerant vapor is generated in generator 24. The high-temperature and high-pressure refrigerant vapor enters evaporator 30. The cold air blown out by blower 29 becomes hot air after passing through evaporator 30 and is blown into the cabin for heating. The high-temperature and high-pressure refrigerant vapor releases heat and condenses into refrigerant liquid and returns to absorber 31 to mix with the solution therein. The mixed solution is pumped into solution heat exchanger 34 by solution pump 32. After heat exchange, it returns to generator 24 for the next cycle.

Claims

1. A range-extended electric vehicle thermal energy-driven temperature control system employing thermal pool technology, comprising an absorption-type temperature control mechanism having a generator (24), an absorber (31), a condenser (27), an evaporator (30), and a solution heat exchanger (34), wherein a heat exchange tube (241) is provided inside the generator (24), and both ends of the heat exchange tube (241) inside the generator (24) are located outside the generator (24); the circulating working fluid in the absorption-type temperature control mechanism is a 60% lithium bromide aqueous solution, characterized in that: It also includes a generator-driven thermal energy mechanism; The generator-driven thermal energy mechanism includes a solar energy drive circuit, an engine coolant waste heat drive circuit, a motor waste heat drive circuit, and a heat pool (7); the circulating working fluid in the generator-driven thermal energy mechanism is a 50% ethylene glycol aqueous solution. The hot pool (7) includes a hot pool shell (71), and the hot pool shell (71) has a first water channel (72), a second water channel (73) and a third water channel (74) arranged horizontally from top to bottom inside the hot pool shell (71). The solar drive circuit includes a solar collector (1), a first electronic water pump (3), a first solenoid valve (4), an electric auxiliary heating mechanism (5), a first water channel (72) of the hot pool (7), and a second solenoid valve (9). The outlet of the solar collector (1) is connected in series with the first electronic water pump (3), the a port of the first solenoid valve (4), the c port of the first solenoid valve (4), the first water channel (72) of the hot pool (7), and the a1 port of the second solenoid valve (9). The c1 port of the second solenoid valve (9) is connected to the inlet of the solar collector (1). The engine coolant waste heat drive circuit includes a third solenoid valve (11), a thermostat (12), an engine radiator (13), a second electronic water pump (14), an engine (15), a fourth solenoid valve (17), and a second water channel (73) of the heat pool (7). The coolant outlet of the engine (15) water jacket is connected to the a3 port and c3 port of the fourth solenoid valve (17). The c3 port of the fourth solenoid valve (17) is connected in series with the second water channel (73) of the hot pool (7), the c2 port and a2 port of the third solenoid valve (11). The a2 port of the third solenoid valve (11) is connected to the inlet of the second electronic water pump (14) through the thermostat (12). The outlet of the second electronic water pump (14) is connected to the coolant inlet of the engine (15) water jacket. The engine radiator (13) is connected in parallel to the thermostat (12). The motor waste heat drive circuit includes a motor radiator (19), a third electronic water pump (20), a motor cooling mechanism (21), a fifth solenoid valve (23), and a third water channel (74) of the heat pool (7). The outlet of the motor cooling mechanism (21) is connected in series with the fifth solenoid valve (23), the third water channel (74) of the hot pool (7), the motor radiator (19) and the inlet of the third electronic water pump (20), and the outlet of the third electronic water pump (20) is connected to the inlet of the motor cooling mechanism (21). The two ends of the heat exchange tube (241) inside the generator (24) are located outside the generator (24). One end of the heat exchange tube (241) is connected to the b outlet of the first solenoid valve (4), and the other end of the heat exchange tube (241) is connected to the c port of the first solenoid valve (4), the outlet of the first water channel of the hot pool (7), and the b2 port of the third solenoid valve (11) through a four-way pipe.

2. The range-extended electric vehicle thermal energy-driven temperature control system using thermal pool technology according to claim 1, characterized in that: A first temperature sensor (2) is provided between the outlet of the solar collector (1) and the inlet of the first electronic water pump (3).

3. The range-extended electric vehicle thermal energy-driven temperature control system using thermal pool technology according to claim 1, characterized in that: The hot pool (7) is provided with a third temperature sensor (8), the outlet of the second water channel (73) of the hot pool (7) is provided with a fourth temperature sensor (10), and the outlet of the third water channel (74) of the hot pool (7) is provided with a sixth temperature sensor (18).

4. The range-extended electric vehicle thermal energy-driven temperature control system using hot pool technology according to claim 1, characterized in that: The first water channel (72), the second water channel (73), and the third water channel (74) in the hot pool (7) are all finned tube heat exchangers. The finned tube heat exchangers are surrounded by a composite phase change material (75) made of paraffin and expanded graphite, which is used to store the heat from the external heat source.

5. The range-extended electric vehicle thermal energy-driven temperature control system using thermal pool technology according to claim 1, characterized in that: The solar collector (1) is a flat-plate solar collector.

6. The range-extended electric vehicle thermal energy-driven temperature control system using thermal pool technology according to claim 1, characterized in that: The motor cooling mechanism (21) is a water-cooled motor water jacket structure. When the coolant flows through the motor water jacket, it carries away the excess heat of the motor.

7. The range-extended electric vehicle thermal energy-driven temperature control system using thermal pool technology according to claim 1, characterized in that: The coolant outlet of the engine (15) water jacket is equipped with a fifth temperature sensor (16).

8. The range-extended electric vehicle thermal energy-driven temperature control system using thermal pool technology according to claim 1, characterized in that: The outlet of the motor cooling mechanism (21) is equipped with a seventh temperature sensor (22).

9. The range-extended electric vehicle thermal energy-driven temperature control system using thermal pool technology according to claim 1, characterized in that: An electric auxiliary heating mechanism (5) and a second temperature sensor (6) are provided at the b outlet of the first solenoid valve (4).

10. The range-extended electric vehicle thermal energy-driven temperature control system using thermal pool technology according to claim 1, characterized in that: The first solenoid valve (4), the second solenoid valve (9), the third solenoid valve (11) and the fourth solenoid valve (17) are two-position three-way solenoid directional valves, and the fifth solenoid valve (23) is a two-position two-way solenoid directional valve.

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